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®mbersiit  v  of  Jgortf)  Carolina 


(Entootoeb  bp  Cfje  dialectic 


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^tjtlantljropic  g>ociette£ 


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C.2L 


Ac.  Doc.  No.  4.]  -      [Safe.  -185i4-'*& 


REPORT 


ESTIMATED  COST 


Ofr  THB 


3teilj  Carulraa  &  Stotai  laateai. 


RALEIGH  • 

W.  W.  HOLDER  PRINTER  TO  THE  SffATE. 

1854. 


[Document  No.  4,  accompanying  Governor's  Message. 
Ordered  to  be  printed.] 


To  the  Honorable  the  General^As-sembly 

of  the  htate  of  North  Carolina : 
I  herewith  transmit  the  Report  of  Col.  Walter  Gwynn, 
Chief  Engineer  of  the  Survey  of  the  North  Carolina  and 
Western  Railroad  Route. 

The  Engineer  found  the  appropriation  insufficient  to 
complete  the  survey,  and  had  therefore  to  supply  the  de- 
ficit from  his  own  means,  or  to  abandon  the  work  without 
being  finished.  lie  pursued  the  former  course,  and  I 
recommend  that  the  General  Assembly  refund  to  him  the 
amount  thus  expended. 

DAVID  S.  REID. 
Executive  Department, 
Raleigh,  December  5, 1854. 


■  Raleigh,  December  5,  1854. 
His  Excellency,  David  S.  Reid  : 

Sir — I  have  the  honor  herewith  to  submit  my  Report 
of  the  estimated  cost  of  the  North  Carolina  and  Western 
Railroad.  The  maps  referred  to  in  the  report  are  not  all 
completed;  they  will  be  finished  in  a  few  days  and 
handed  in.  < 

I  beg  here  to  call  the  attention  of  your  Excellency  to 
the  fact  which  I  verbally  mentioned  some  time  since, 
that  the  appropriation  for  the  surveys  proving  inadequate, 
they  were  continued  upon  my  own  responsibility  for  the 
excess  ef  expenditures  over  and  above  the  appropriation. 
I  have  the  honor  to  be, 

Your  Excellency's  most  ob't  serv't, 

WALTER  GWYNN, 
Chief  Engineer. Surveys  K  C.  &  W.  R.  R.  . 


*s 


REPORT. 


Raleigh,  December  5th,  1854. 
His  Excellency,  David  S.  Reid : 

Sik  :  I  have  the  honor  to  lay  before  you  the  result  of 
the  surveys  for  the  North  Carolina  and  Western  Railroad. 

I  was  appointed  to  make  the  surveys  for  this  road  in 
July,  1853.  On  the  16th  of  August  following,  a  party  of 
Engineers  was  organised,  and  the  survey  was  commenc- 
ed at  the  mouth  of  Silver  creek.  Before  the  close  of  the 
season,  a  line  was  run  to  the  Tennessee  line,  through  the 
Swananoa  Gap,  and  the  valley  of  French  Broad  River. 
Field  operations  were  then  suspended,  and  were  not  re- 
sumed until  April,  when  two  parties  were  sent  into  the 
field. 

For  my  guide  in  the  discharge  of  the  important  duty 
confided  to  me,  I  have  kept  constantly  before  me  the  re- 
quirement of  the  act'of  the  Legislature  to  make  "  a  sur- 
vey of  the  most  practicable  route  for  a  Railroad  from, 
some  point  on  the  North  Carolina  Railroad,  at  or  near 
the  town  of  Salisbury,  across  the  Blue  Ridge  to  the  Ten- 
nessee line." 

The  topographical  features  of  the  country  indicate  four 
routes  for  the  proposed  railroad,  which  will  be  best  desig- 
nated by  the  nomenclature  of  the  mountain  passes,  viz  : 
The  Watauga,  Linville,  Swananoa,  and  Reedy  Patch 
Gaps.  All  four  routes  are  common  to  some  point  on  the 
ridge,  dividing  the  waters  of  the  Yadkin  and  Catawba ; 
from  this  point  the  route  to  the  Watauga  Gap,  would  be 
separate  and  distinct  from  the  others,  which  would  coin 


tinue  to  occupy  the  same  ground  to  the  valley  of  the  Ca- 
tawba, where  the  Reedy  Patch  Gap  route  would  fork  to 
the  South,  and  the  Swannanoa  and  Linville  Gap  routes 
would  continue  on  together  to  Linville  river,  where  they 
would  separate,  Swananoa  Gap  route  pursuing  the  val- 
ley of  the  Catawba,  and  the  Linville  Gap  route  the  val- 
ley of  Linville  river.  The  Watauga  Gap  route  strikes  the 
State  line  in  the  valley  of  the  "Watauga  river  about  forty 
miles  from  Jonesboro',  and  thirty-three  miles  from  the 
"  camp  ground,"  said  to  be  an  eligible  point  for  forming 
a  connection  with  the  East  Tennessee  and  Virginia  Rail- 
road. The  length  of  this  line  from  Salisbury,  the  start- 
ing point  of  all  the  routes  to  the  Tennessee  line,  would 
be  about  121.^  miles.  The  Linville  Gap  route  termin- 
ates on  the  State  line  in  the  valley  of  Doe  river;  its 
length  would  be  about  125*  miles.  The  Swananoa  and 
Reedy  Patch  Gap  routes  strike  the  State  line  at  the  Paint 
Rock  in  the  valley  of  the  French  Broad  river,  distant 
about  80  miles  from  Greenville  on  the  East  Tennessee 
and  Virginia  Railroad.  The  length  of  these  routes  are 
respectively  186. ^  and  195*  miles. 

A  reconnoissance  of  these  several  routes  led  to  the 
determination  to  survey  the  Swananoa  and  Watauga 
Gap  routes.  Reedy  Patch  route,  besides  opposing  great 
difficulties  in  passing  from  the  valley  of  the  Catawba  to 
that  of  Broad  river,  presents  the  insuperable  objection  in 
the  passage  of  the  Blue  Ridge  of  a  resort  to  "five  in- 
dined  planes,  which  it  would  be  necessary  to  surmount 
by  stationary  power,  as  the  grades  are  too  steep  for  the 
most  powerful  engine  to  work  with  proper  effect."  This 
is  the  language  employed  by  Gen.  William  G.  McNeill 
in  his  description  of  the  Reedy  Patch  Gap,  in  his  report 
on  the  surveys  for  the  Louisville,  Cincinnati,  and  Charles- 
ton Railroad  in  1837.     For  this  reason,  Gen.  McNeill  dis- 

*  Measured  on  the  map  of  this  State. 


carded  it  from  his  list  of  practicable  locomotive  routes, 
and  for  the  same  reason  I  decided  against  applying  the 
limited  means  at  command  to  a  survey  of  it. 

The  great  and  leading  objection  to  the  Linville  Gap 
route  presents  itself  in  the  valley-  of  Linville  river,  which 
for  a  distance  of  about  twelve  miles  is  shut  up  in  a 
crooked  gorge  between  the  Linville  and  Short-off  moun- 
tains, which  opposes  at  almost  every  point,  precipitous, 
cliffs  and  high  mural  precipices,  rendering  the  valley 
hardly  accessible  to  the  tread  of  human  foot.  This  dif- 
ficulty might  be  avoided  by  ascending  Canoe  Creek, 
which  heads  on  the  east  side  of  Table  Mountain ;  but 
the  passage  of  the  mountain  Would  present  such  serious 
difficulties,  that  it  is  doubtful  whether  it  would  be  more 
practicable  than  the  valley  of  the  Linville. 

These  considerations  determined  me,  although  I  en- 
tertained strong  doubts  as  to  the  practicability  of  the 
Watauga  route,  arising  from  the  great  elevation  of  the 
mountainfpass,  very  discernable  to  the  eye,  to  select  it 
for  a  comparison  with  the  Swananoa  route. 

Discarding,  therefore,  any  farther  consideration  of  the 
other  routes,  I  shall  proceed  as  briefly  as  possible  to  pre- 
sent the  results  of  the  surveys. 

Commencing  with  the  Swananoa  Gap  route,  which 
for  convenience  of  description,  I  will  divide  into  four  sec- 
tions, viz: — The  Western,  Mountain,  Piedmont,  and 
Eastern  sections. 

I.— THE  WESTERN  SECTION, 

from  the  Paint  Pock  to  the  mouth  of  Flat  Creek,  58 
miles. 

The  line  was  traced  on  the  south  side  of  the  French 
Broad  river  for  a  distance  of  42  miles,  it  was  then  con- 
ducted across  to  the  north  side,  and  continued  on  that 
side  to  the  mouth  of  the  Swananoa,  which  river  it  as- 
cends to  its  junction  with  Flat  Creek.     In  order  to  avoid 


some  abrupt  meanderings  in  the  Swananoa  river,  and 
the  precipitous  cliffs,  which  confine  the  river  in  its  sinu- 
ous course,  at  two  points,  it  was  thought  advisable  to 
leave  the  valley  and  cut  through  the  narrow  ridges  ly- 
ing in  the  bends ;  with  these  exceptions,  the  line  is 
traced  along  the  side  slopes  or  across  the  bottoms  and 
around  the  cliffs,  which  make  into  the  French  Broad 
and  Swananoa ;  continuously  alternating  between  cliffs, 
,,.  steep  hill  sides,  and  bottom  lands,  a  minute  description 
of  the  line  would  be  a  continued  repetition  of  detail* 
presented  in  the  accompanying  tables  marked  ABC 
and  D,  and  in  the  delineation  of  this  line  on  the  sheets, 
numbered  from  1  to  6,  inclusive.  The  tables  give  the 
localities  of  the  bridges,  the  rate  of  grade  and  curvature, 
&c.  An  examination  of  these  will  show  that  at  one 
point  in  the  valley  of  the  French  Broad  the  grade  is  51 
feet  to  the  mile,  and  in  crossing  one  of  the  bends  of  the 
Swananoa  above  mentioned,  it  is  increased  to  68  feet 
per  mile,  that  the  least  radius  of  curvature  is  674  feet, 
which,  as  well  as  the  grade,  is  within  the  limits  found  on 
some  of  the  principal  roads  laid  on  the  western  slope  of 
the  Blue  Ridge. 
The  cost  of  this  section  is  estimated  at  $1,139,919. 

II— THE  MOUNTAIN  DIVISION. 
From  the  mouth  of  Flat  Creek  to  the  mouth  of  Crooked 
Creek,  20^  miles. 

After  several  trial  lines  across  the  mountain,  one  pass- 
ing through  Laquey's  Gap,  a  description  of  which  and 
the  causes  which  led  to  their  abandonment,  would  only 
tend  to  confuse  and  embarrass  the  subject.  The  line 
selected  as  the  most  feasible  passes  up  a  branch  of  Flat 
Creek,  ascending  at  the  rate  of  26  and  68  feet  to  the  mile, 
to  a  level  grade  800  feet  in  length ;  from  the  end  of  this 
grade  the  mountain  will  be  pierced  with  a  tunnel  320 
.feet  below  the  summit,  through  which  there  is  a  grade 


descending  at  the  rate  of  100  feet  per  mile.  The  length 
of  the  tunnel  is  7,900  feet  from  the  eastern  portal,  the 
line  continues  very  direct  for  about  two  miles,  it  then 
turns  southward  and  is  laid  along  the  eastern  slope  of  the 
main  mountain,  meandering  around  Young's  Creek  and 
other  branches  of  the  Catawba,  tunneling  and  cutting 
through  the  ridges  which  divide  them,  until  it  crosses 
over  and  arrives  on  the  south  side  of  Allison's  creek,  one 
of  the  main  tributaries  of  the  Catawba,  thence  it  follows 
alternately  the  slopes  of  spurs  thrown  out  from  Menden- 
hall's,  Clark's  and  Edmonson's,  until  it  reaches  Crooked 
creek.  These  ridges  are  all  overcome  by  cuts  except  one 
opposite  the  mouth  of  Allison's  creek,  where  a  tunnel  of 
600  feet  is  encountered.  This  division  embraces  the  most 
serious  difficulties  on  the  line  of  the  railroad.  Besides  the 
tunnel  through  the  Blue  Ridge  and  the  600  feet  tunnel 
just  mentioned,  there  are  five  others  passing  through  the 
ridges  making  down  from  the  Blue  Ridge,  and  separating 
the  head  branches  of  the  Catawba  between  the  moun- 
"tain  tunnel  and  Allison's  creek,  whose  circuit  the  line  is 
compelled  to  make  in  order  to  gain  distance  for  admissi- 
ble grades.  These  tunnels  are  respectively  300,  260, 
1300,  800,  and  2200  feet  in  length,  making  in  the  aggre- 
gate including  the  main  tunnel,  and  the  tunnel  at  the 
mouth  of  Allison's  creek,  13,360  feet  of  subterraneous 
road.  For  further  details  in  relation  to  this  important 
division  of  the  road,  I  beg  leave  to  refer  to  the  maps 
numbered  7,  8  and  9,  and  to  the  profiles,  and  to  the  tables 
of  grades,  curvature,  distance,  and  elevations  thereto 
annexed. 

From  an  inspection  ot  the  maps,  the  topography  would 
seem  to  indicate  Mill  Creek,  or  the  slopes  of  Big  Ridge 
between  Catawba  and  Allison's  Creeks  as  the  route  of 
the  railroad,  but  the  elevation  of  the  line  at  the  heads  of 
those  creeks  is  so  great  that  the  directness  of  their  cours.o 
which  so  immediately  points  to  them  as  the  route  for  the 


10 


road,  forms  in  this  case,  their  main  objection,  for  the  rea- 
son that  they  do  not  afford  sufficient  distance  for  available 
grades.  To  obviate  this  difficulty,  it  became  necessary 
to  make  the  detour  to  the  south  as  beforementioned,  and 
tunnel  through  Big  Ridge,  as  laid  down  on  the  map.  In 
farther  examinations  preparatory  to  a  final  location,  it 
may  be  found  that  the  tunnel,  2200  feet  long  through  the 
Big  Ridge,  may  be  somewhat  shortened  by  cross'ng  the 
ridge  a  little  higher  up.  It  is  also  believed  that  the  tunnel 
through  the  Blue  Ridge  may  be  reduced  in  length,  and 
that  the  whole  line  is  susceptible  of  improvement  in  all 
its  most  objectionable  features. 

The  estimated  cost  of  this  section  is  $3,079,265. 

III.— PIEDMONT  SECTION". 

From  the  mouth  of  Crooked  Creek  to  the  mouth  of  "Ward's 
Branch,  37  miles. 

"With  the  view  of  cutting  off  the  bends  of  the  Catawba, 
this  section  of  the  railroad  was  carried  across  the  coun- 
try, passing  through  Marion  and  near  Marganton.  The 
uniform  character  of  the  high  and  numerous  ridges,  of 
which  Snowhill  is  the  principal,  which  cross  the  line, 
establishes  the  fact,  of  which  I  entertained  but  little 
doubt  before  running  the  line,  that  the  road  must  of  ne- 
cessity conform  to  the  valley  of  the  Catawba.  Never- 
theless, an  estimate  of  the  line,  as  run,  has  been  prepared, 
and  the  accompanying  maps  numbered  9,  10,  11,  12  and 
13,  together  with  the  profiles  and  tabular  statements  will 
show  its  direction  and  character. 

In  lieu  of  the  estimate  on  this  line,  however,  I  propose 
substituting  an  estimate  of  the  cost  of  the  valley  route, 
predicated  upon  a  portion  actually  surveyed,  and  a  com- 
parison therewith  of  the  remainder  not  instrumentally  ex- 
amined. In  this  way  I  make  the  cost  of  this  division 
of  the  road  $S8G,449. 


11 


IV>— EASTERN  SECTION, 

From  the  mouth  of  Ward's  Branch  to  the  termination  of 
the  railroad,  71.^  miles. 

This  section  follows  the 'valley  of  the  Catawba  river  to 
a  sudden  bend  at  Long  Shoal,  about  two  miles  above 
Oxford's  Ford,  where  the  line  crosses  the  river  and  con- 
tinues in  the  valley  to  Island  Creek,  up  which  it  ascends, 
crossing  on  the  way  three  prongs  of  Elk  Shoal  Creek  to 
Norton  Ridge,  which  divides  the  waters  of  the  Yadkin 
from  those  of  the  Catawba,  then  along  this  ridge  to  the 
North  Carolina  Railroad,  near  Mrs.  Partee's,  and  thence 
along  the  North  Carolina  Railroad  to  Salisbury.     Maps 
number  13,  14,  15,  16,  17,  18,  19,  20,  21   and  22,  the 
tables  and  profiles  show  the  direction  and  characteristics 
of  the  line.     The  route,  however,  which  will  probably, 
upon  farther  examination,  prove  to  be  the  best  and  most 
direct  to  Salisbury,  will  leave  the  line  just  described  in 
the  vicinity  of  St.  Michael's  church,  thence   along  the 
ridge,  dividing  Third  and  Withrow's  creeks,  and  thence 
across  Grant's  creek  to  the  town  of  Salisbury.     I  also 
suggest  for  future  examinations,  a  line  leaving  the  valley 
of  the    Catawba  at  the  mouth  of  Horse   Ford  creek, 
ascending  along  Spring  branch  to  Buffalo  creek,  thence 
down  this  creek  to  its  mouth,  thence  across  the  Catawba 
river  at  Buffalo  Shoals,  thence  up  the  valley  of  a  small 
stream  to  a  union  with  the  line  first  described  near  Kyle's 
crossroad,  and  thence  following  it  to  Salisbury.     The  chief 
objection  to  this  line  will  be  the  grades  encountered  in 
crossing  the  bend  of  the  Catawba,  between  Horse  Ford 
and  Buffalo  creeks,  its  length  will  bo  about  the  same  as 
that  terminating  at  Mrs.  Partee's,  and  the  variation  in 
cost,  if  any,  will  be  so  inconsiderable,  that  the  estimate 
of  the  line  to  Mrs.  Partee's  which  is  $1,428,230,  may  bo 
assumed  as  the  cost  of  the  other. 


12 

Summary  of  the  cost  of  the  Sioananoa  Gap  route 
186^  miles  long. 
Western  Section— For  excavation,  embankment,  bridge 
and  other  masonry,  and  bridge  superstructure,  roadway 
superstructure,  engineering  and  general  administration, 
warehouses,  water  stations,  land  damages  and  overseers' 
houses,  $1,130,920 

Mountain  Division,  for       do.  3,079,265 

Piedmont  Division,  for       do.'  886,448 

Eastern  Division,       for       do.  1,428,230 

Repair  shops  &  warehouses  at  the  ter- 
mini of  the  road,  150,000 
Locomotives,  30,  at  $9,500,  285,000 
Passenger  coaches,  20,  at  $2,500,  50,000 
Baggage  cars,  10,  at  $1,600,  16,000 
Freight  cars,  500,  at  $650,  322,000 
Gravel  cars,  100,.  at  $260,  26,000 

Total  cost,  $7,382,863 

Startling  as  this  aggregate  may  seem  to  persons  unac- 
customed to  contemplating  enterprises  of  such  magni- 
tude, nevertheless,  it  is  certain  that  with  but  one  excep- 
tion the  great  Alleghany  range  has  no  where  been  pene- 
trated by  a  railroad  at  so  small  an  expenditure. 

The  above  estimate  embraces  every  item  of  expendi- 
ture that  is  likely  to  occur,  and  is  carried  out  in  all  it* 
details  on  the  most  liberal  scale,  believing  it  to  be  better 
for  the  interests  of  the  State  that  I  should  over  estimate 
than  under  estimate  the  work.  The  present  high  price 
of  labor  and  provisions  is  assumed  as  the  basis.  The  tun- 
nels are  estimated  at  twenty  per  cent,  more  than  the  most 
difficult  tunnels  in  the  country  have  cost — the  super- 
structure of  the  road  at  $8500  per  mile,  and  eight  per 
cent,  added  for  turnouts  ;  for  engineering  expenses  and 
general  superintendence,  I  have  allowed  $1000  per  mile, 
$45,000  for  land  damages,  for  warehouses,  overseers' 
houses  and  water  stations,  $300  per  mile,  and  $150,000  in 


u 


addition  for  machine  shops  and  warehouses  at  the  termi- 
ni of  the  road ;  to  the  estimate  for  excavation,  embank- 
ment and  masonry,  I  have  added  20  per  cent,  to  cover  a 
possible  nnder  estimate  of  the  amount  of  rock  excavation 
and  unforeseen  difficulties  in  obtaining  foundations.  And 
I  find  from  a  report  published  since  I  prepared  my  esti- 
mate for  equipments  or  "  rolling  stock,"  that  I  have 
allowed  for  10  locomotives,  4  passenger  coaches,  150 
freight  cars  and  100  gravel  cars  over  and  above  what  is 
estimated  for  on  one  of  the  most  important  roads  in  Vir- 
ginia, now  drawing  fast  to  completion,  on  which  receipts 
to  the  amount  of  $1,235,657  are  anticipated. 

It  will  not,  of  course,  be  expected  that  an  exact  estimate 
can  be  made  of  the  cost  of  a  railroad  passing  through 
such  a  country  as  that  above  described,  from  preliminary 
examinations  and  experimental  surveys  alone.  From  as 
careful  a  calculation,  however,  as  I  am  able  to  make  from 
existing  data,  aided  by  a  knowledge  of  the  cost  of  simi- 
lar works  in  a  similar  country,  I  feel  no  hesitation  in  ex- 
pressing the  belief  that  the  road  can  be  built  with  a  sin- 
gle track  of  heavy  iron  rail,  and  equipped  within  the 
sum  aboved  named. 

The  mountain  section  opposes  the  only  difficulties 
worthy  of  consideration,  as  has  been  before  observed. 
On  this  section  seven  tunnels  occur,  and  between  the 
spurs  which  divide  the  branches  of  the  Catawba,  high 
embankments  are  encountered,  which  tend  greatly  to 
swell  the  cost  of  the  work.  The  line  is,  however,  practi- 
cable both  as  regards  curves  and  grades,  which  in  the 
passage  of  the  Blue  Biclge,  is  a  matter  of  paramount  con- 
sideration. The  cost,  whilst  it  is  an  important  desider- 
atum, yet,  regarding  the  object  to  be  attained,  may  be 
viewed  as  secondary.  Such  at  least?  has  been  the  view 
taken  in  other  portions  of  the  country,  judging  from  the 
enormous  amounts,  (greatly  exceeding  our  estimate) 
which  have  been  expended  in  surmounting  the  Blue 


14 


Ridge,  to  accomplish  objects  not  greater  than  those  -which 
we  expect  to  achieve  here.  In  the  ascent  eastward  the  lo- 
comotive is  not  taxed  beyond  its  power ;  on  the  hundred 
feet  grades  westward  across  the  mountain  it  may  be  neces- 
sary sometimes  to  duplicate  its  powder  by  the  employment 
of  an  additional  locomotive.  This  is  however  done  on  the 
Baltimore  and  Ohio  Railroad,  and  on  every  railroad  in  the 
country  crossing  the  Alleghany  Mountains,  except  one. 
The  valleys  of  the  French  Board,  Swananoa  and  Ca- 
tawba aiford  no  difficulties  of  a  formidable  nature  ;  the 
bends  which  require  abrupt  curvature,  and  the  cliff's 
which  extend  to  the  water's  edge,  may  be  regarded  rather 
as  exceptions  to  the  generally  favorable  nature  of  their 
valleys,  than  as  characterizing  them  as  remarkable  for  the 
obstacles  which  they  would  oppose  to  the  construction  of 
a  railroad. 

THE  WATAUGA  GAP  ROUTE. 

The  first  step  taken  in  the  survey  of  this  route  was  to 
test  the  availability  of  the  country  drained  by  the  tribu- 
taries of  John's  river  for  the  eastern  descent  of  the  Blue 
Ridge.  With  this  view  three  depressions  were  selected 
for  the  passage  of  the  mountain ;  one  at  the  head  of  the 
south  prong  of  John's  river,  one  at  the  head  of  Middle 
Fork,  and  one  at  the  head  of  Nat's  Cave  Creek.  The 
ascent  from  the  westward  to  the  first  depression  was  made 
from  the  State  line  through  the  Watauga  and  Moody's 
Mill  Creek,  one  of  the  head  waters  of  the  Watauga  river, 
and  the  approach  to  the  second  and  third  depressions  wa.i 
hiade  by  the  valley  of  Boon  Fork  of  Watauga  as  a  com- 
mon route  to  both,  to  a  point  about  a  mile  from  each  de- 
pression, whence  the  two  summits  are  attained  by  lines 
branching  off  at  an  angle  of  degrees  with  eacfi  other. 
The  routes. being  thus  established  from  the  State  line  to 
the  heads  of  the  three  prongs  of  John's  river  above  men- 
tioned, a  line  of  levels  was  next  run  from  the  head  of 


15 


Middle  Fork  following  in  the  direction  of  the  country  road 
to  Mr.  Carrol  Moore's,  a  distance  of  seven  miles  from  the 
summit.  The  fall  to  the  foot  of  the  mountain,  four  miles 
from  the  summit,  was  found  to  be  1959  feet,  and  to  Mr. 
Moore's  2122  feet.  The  width  of  the  mountain  at  the 
points  assumed  for  the  crossing,  ascertained  by  a  crest  line 
of  levels  to  be  the  lowest  depression  is  so  great,  that  the 
elevation  cannot  be  reduced  so  as  to  bring  the  grades 
within  the  capacity  of  the  locomotive.  Assuming  the 
levels  of  the  tunnels  at  1722  feet,  the  tunnel  at  the  head 
of  South  prong  of  John's  river  would  be  10,700  feet, 
at  the  head  of  Middle  Fork  12,500  feet,  and  to  open  into 
the  North  prong  or  Nat's  Cave  Creek,  the  tunnel  would 
be  7920  feet  in  length.  By  following  the  side  of  the 
mountain  which  is  cerrated  by  a  succession  of  elevated 
spurs  that  would  require  frequent  short  tunnels  and  ren- 
der heavy  embankments  necessary  in  passing  from  one 
to  the  other,  about  eight  .and  a  half  miles  would  be  ob- 
tained from  the  eastern  portals  of  the  tunnels  to  Mr. 
Moore's,  which  would  give  a  grade  of  202  feet  to  the 
mile,  supposing  it  practicable  to  obtain  a  uniform  grade. 
The  grades  therefor  being  so  great  as  to  render  a  resort 
to  stationary  power  necessary.  I  considered  the  route  by 
the  waters  of  John's  river,  heading  in  the  cove  between 
the  Grandfather  and  the  Blowing  Rock  mountains,  as 
impracticable. 

A  table  marked  (Ay  in  the  appendix  exhibits  the  lev- 
els, distances,  «fec,  of  all  the  prominent  points  from  the 
State  line  to  the  valley  of  John's  river. 

Being  cut  off  from  an  approach  to  the  mountain  by 
the  valleys  of  the  tributaries  of  John's  river,  heading  in 
the  Grandfather  mountain,  a  high  and  elevated  peak, 
which  deprives;  the  Blue  Ridge  of  its  name  in  the  vicini- 
ty and  field  of  our  operations — my  attention  was  directed 
to  the  valley  of  the  Yadkin,  and  a  lin  e  was  run  from  the 
eastern  portal  of  the  tunnel  at  the  head  of  Nat's  Cave 


16 


Creek,  to  the  Blowing  Rock  Ridge,  encountering  on  the 
way,  in  a  distance  of  four  miles,  four  tunnels  of  an  aggre- 
gate length  of  3,100  feet,  and  embankments  ranging  as 
high  as  75  feet — penetrating  Blowing  Rock  Ridge,  by  a 
tunnel  4,100  feet  long,  661  feet  below  the  summit — -the 
line  falls  into  the  waters  of  the  Yadkin  at  the  head  of 
Bently  Camp  Branch,  thence  along  the  valley  of  this 
stream  half  a  mile,  thence  by  a  very  circuitous  route 
on  the  mountain  slopes,  crossing  several  high  ridges, 
two  of  which  will  have  to  be  tunnelled,  it  strikes  the 
main  branch  of  the  Yadkin  near  Mr.  Isaac  Story's, 
thence  making  a  deflection  to  the  right ;  it  descends  on 
the  slopes  of  the  ridge  between  the  main  Yadldn  branch 
and  Dennis  branch,  4£  miles  from  Blowing  Rock  tunnel 
— on  reaching  Dennis  branch,  the  line  was  found  to  be 
elevated  400  feet  above  its  valley,  and  the  ground  falling 
so  fast  on  the  opposite  side,  that  although  some  distance 
might  be  gained  by  making  a  detour  around  the  head 
of  the  creek,  yet  the  grade  could  not  be  sustained.-  This 
line  was  therefore  abandoned.  Attention  was  now  di- 
rected to  the  practicability  of  turning  Blowing  Rock 
Ridge,  by  a  line  on  its  southern  slope,  and  passing 
through  it  at  a  low  gap,  meander  around  the  head 
branches  of  Mulberry  Creek,  which  makes  into  John's 
River,  thence  through  Chesnut  Mountain  at  the  Mulberry 
Gap — pass  over  upon  the  branches  of  the  Yadkin,  and 
so  gain  distance  for  the  descent.  But  finding  the  season 
drawing  fast  to  a  close,  and  the  appropriation  for  the 
survey  inadequate  to  the  organization  of  another  party, 
indeed  already  consumed  in  the  elaborate  surveys  that 
had  been  made  on  this  route,  it  was  determined  to 
make  the  descent  to  the  Yadkin  on  a  line,  intermediate 
to  the  last  mentioned  line,  (which  will  be  again  promi- 
nently adverted  to,)  and  the  trial  line  to  Dennis  branch 
above  mentioned.  Returning  then  to  the  Blowing 
Rock  tunnel,   a  line  was  traced  thence   down  Bently 


17 


Camp  branch  to  its  confluence  with  the  Yadkin — dis- 
tance 2  ^  miles,  and  fall   895  feet,  thence  it  follows  the 
low  grounds  of  this  stream  for  5  miles,   and  makes  a  de- 
scent of  330  feet,  thence  assuming  a  grade  of  105  feet 
per  mile,  the  line  descends  alternately  along  the  slopes 
of  Fork  Mountain    and    Buffalo    Eidge,  until  the  low 
grounds  of  the  Yadkin  are  reached  by  this  grade  in  a 
distance  of  3  %L  miles,  in  this   distance  the  Yadkin  river 
is  crossed  six  times  by  bridges  of  200  feet  span  each,  and 
the  excavation  and  embankment  will  be  very  heavy. — 
At  the  foot  of  the  105  feet  grade,  the  line  again  crosses 
the  Yadkin  river,   and  following  close  to  the  turnpike 
for  a  short  distance,  strikes  through  the  low  grounds,  and 
again  crosses  the  river,  it  then  descends  along  the  slopes 
of  Rip-Shin   Mountain,  in   close  proximity  to  the  river, 
until  it  arrives  at  a  point  opposite   Patterson.      Hie 
grades  in  this  distance  are  60  and  22  feet  per  mile,  the 
■course  of  the  line  very  direct  without  much  curvature, 
and  the  work  light.     The  line  continues  in  the  valley  of 
the  Yadkin,   one  mile  below  Patterson,  to  the  mouth  of 
"Warrior  Branch,  thence  up  that  branch  1  ^  miles,  thence 
passing  through  the  Warrior  Mountain  by  a  tunnel  1,100 
feet  long,  thence   descends  along  a  branch  of  Lower 
Creek,   to  within  about  a  mile  and  a  half  of  the  village 
of  Lenoir,  thence  it  crosses  a  ridge  to  another  prong  of 
Lenoir  Creek,   which  it  descends  for  a  short  distance ; 
thence  ascends  to  the  summit  of  the  ridge  which  divides 
the  waters  of  Lower  and  Gunpowder  Creeks,  and  passing 
through  this  ridge  by  a  tunnel  800  feet  in  length,  it  falls 
into  a  branch  of  Gunpowder  Creek,  along  which  it  de- 
scends 1.  ^miles,  it  then  ascends,  passes  over  a  ridge  to 
the  main  branch  of  Gunpowder  Creek,  which  it  crosses 
and  immediately  overcoming  another  ridge,  enters  upon 
the  waters  of  the  Catawba,  in  the  vicinity  of  Horse  Ford 
Creek,  where  it  unites  with  the  Swananoa  Gap  route. 

The  road  from  Patterson  to  the  Catawba  will  be  tolerr 

Ac.  Doc.  No.  4]  2 


18 


ably  direct,   but  with  objectionable   grades   and   very 
expensive. 

Recurring  now  to  the  portion  of  the  line  between  the 
Blowing  Ridge  and  the  Yadkin  river,  it  will  be  perceived 
that  the  fall  is  895  feet  in  a  distance  of  2j8070  miles,,  or  311 
feet  to  the  mile.  I  have  also  shown  by  the  line  to  Den- 
nis branch  that  this  objectionable  feature  cannot  be i  over- 
come by  any  line  in  that  direction,  or  north  of  Bently 
Camp  creek.  If  a  line  with  practicable  grades  can  be 
obtained — and  whilst  I  have  great  doubt  whether  it  can 
be  at  an  admissible  cost,  I  am  not  prepared  to  say  that 
it  cannot — we  must  look  to  the  south  of  Bently  Camp 
creek.  For  reasons  heretofore  stated,  we  were  prevented 
from  making  the  surveys  as  full  as  the  intricacy  of  the 
country  required.  Between  John's  river  and  the  Yadkin, 
where  the  line  just  described  leaves  the  Yadkin,  no  por- 
tion of  the  State  east  of  the  Blue  Ridge  is  so  rugged  and 
opposes  so  many  difficulties  to  the  construction  of  a  rail- 
road. The  whole  surface  is  diversified  with  high  ridges 
and  spurs  dividing  the  various  branches  of  the  Catawba 
and  Yadkin.  To  trace  out  the  various  routes  which  pre- 
sent themselves,  and  to  arrive  at  anything  like  a  correct 
conclusion  as  to  the  practicability  of  a  railroad  on  this 
portion  of  the  Watauga  route,  would  require  the  unre- 
mitting labors  of  a  party  of  engineers  for  a  whole  season. 
I  would  recommend  a  close  examination  and  probably  a 
Burvey,  if  farther  examinations  of  the  Watauga  route 
should  be  deemed  necessary,  of  Mulberry  creek,  a  tribu- 
tary of  John's  river,  though  owing  to  the  great  elevation 
of  the  summit  level  of  the  mountain,  which  is  813  feet 
higher  than  the  Swananoa,  I  doubt  whether  any  of  the 
tributaries  of  John's  river  can  be  made  available.  Such 
being  my  views,  derived  from  a  knowledge  of  the  char- 
acter of  the  country,  and  from  the  elevation  of  points 
ascertained  by  offsets  from  the  line  down  Bently  Camp 
branch. 


19 


I  have  in  the  estimate,  in  preference  to  a  total  aban- 
donment of  the  route,  superseded  the   line   which  was 
surveyed  and  proved  to  be  impracticable  from  the  eastern 
portal  of  the  Blue  Ridge  tunnel  to  a  point  4  J  miles  above 
Patterson,  by  the   conjectural  line  before    mentioned. 
This  line,  after  meandering  around  the  heads  of  Nat's 
Cave  creek,  enters  the  valley  of  Estis"  Branch :  there  are 
four  tunnels  on  this  portion  of  the  line,  viz :  three  600 
and  one  500  feet  in  length,  thence  it  runs  down  the  slopes 
of  Estis  branch  for  a  short  distance,  and  bearing  around 
through  alow  gap  in  the  intervening  ridge  strikes  around 
the  head  waters  of  a  tributary  of  the  above  stream  to  a 
gap  in  the  Blowing  Rock  ridge,  passing  through  this  by 
a  tunnel  2600  feet  long,  thence  meandering  around  the 
head  waters  of  Mulberry  creek,   it  descends  along  the 
slopes  of  the   ridge,  dividing  Mulberry  crees  from  the 
Yadkin,    to  the   Mulberry  Spring  gap,  passing  through 
the  gap  by  a  tunnel  f  of  a  mile  long  to  Bently  Camp 
branch,  thence  it  crosses,  in  succession  Bently  Camp, 
Town  Site  Ridge,  the  main  branch  of  the  Yadkin,  a  ridge 
between  it  and  Dennis'  branch,  then  Dennis'  branch, 
thence  it  follows  along  the  slopes  of  Buffalo  Ridge  until 
it  intersects  the   surveyed  line  one  mile  above  a  point 
known  as  the  narrows.     The  length  of  this  line  is  14  miles, 
and  the  grade  will  be  111*,,  feet  per  mile  ;  commencing 
at  the  foot  of  this  grade  the  line  descends  for  three  miles 
at  the  rate  of  105  feet,  and  thence  to  Patterson  at  from 
60  to  22  feet  per  mile.     The  accompanying  map  will  more 
particularly  define  this  line.     I  have  great  doubts  whether 
this  line  with  the  grade  assumed,  or  with  any  uniform 
grade  can  be  obtained.     I  apprehend  on  many  parts  it 
will  be  necessary  to  increase   and  vary  the  grade  to  a 
degree  that  will  render  the  line  impracticable. 

Having  now  designated  a  line  from  the  Eastern  portal  of 
the  Blue  Ridge  tunnel  to  its  junction  with  the  Swan- 
anoa  route  at  Horse  Ford — no  part  of  which  however, 


20 


can  be  considered  as  arbitrary  or  fixed,  not  even  the 
point  of  union  with  the  Swananoa  line.  For  upon  a 
more  full  and  thorough  examination  it  may  prove  to  be 
advisable,  should  aline  by  the  Yadkin  valley  be  obtained, 
to  cut  off  the  detour  of  Gunpowder  creek,  cross  Brushy 
mountain  and  unite  with  the  Swananoa  line  on  Norton 
ridge.  It  now  remains  for  me  to  notice  more  particular- 
ly, that  portion  of  the  route  between  the  State  line  and 
the  Eastern  portal  of  the  Blue  Ridge  tunnel,  which  will 
complete  the  "Watauga  Gap  route.  This  portion  of  the 
route  lies  in  the  valleys  of  the  "Watauga  and  Boon  Fork 
on  the  "West  of  the  mountain,  and  opens  on  the  East  into 
one  of  the  head  branches  of  Nat's  Cave  creek,  by  a  tun- 
nel through  the  Blue  Eidge  7920  feet  long.  The  "Watau- 
ga is  literally  a  mountain  stream.  In  forcing  its  circui- 
tous passage  through  the  many  ridges  which  are  inter- 
sected by  it,  it  is  confined  within  very  narrow  limits,  and 
with  but  few  exceptions  is  bounded  by  steep,  rugged 
and  often  precipitous  cliffs.  In  Boon  Fork,  the  slopes  of 
the  spurs  in  some  places  recede  from  the  stream,  and  the 
ground  offers  greater  facility  for  the  construction  of  the 
road.  Throughout  this  whole  section,  however,  the  road 
will  be  characterised  by  a  succession  of  abrupt  curves, 
steep  grades,  heavy  excavations  and  embankments,  and 
tunneling.  In  the  valley  of  the  "Watauga,  there  are  four 
tunnels,  one  1200,  one  650,  one  500,  and  one  200  feet 
long. 


21 


RECAPITULATION  OF  THE  WATAUGA  ROUTE. 

Sec.  1.  From  the  State  line  to  the  Eastern  portal  of  the 
tunnel  through  the  Blue  Ridge  22.  ^  miles  (survey e'd) 
cost,  ~  $2,007,737 

2.  From  the  Eastern  portal  of  the  Blue 

Ridge  tunnel  to  a  point  4%  miles  East 
of  Patterson,  14  miles  (conjectural 
line)  cost,  $1,890,750 

3.  From  a  point  4£  miles  East  of  Patter- 

son to  the  Horse  Ford  27.f(J0  miles 
(surveyed)  cost,  $1,336,205 

4.  From  the  Horse   Ford  to  Salisbury 

57.^  miles  (surveyed)  cost,  $1,067,341 


\ 


Total  length  121.^  miles,  and  cost,  $6,304,033 
exclusive   of  equipments,   machine 
shops,  and  warehouses,  at  the  ter- 
mini, the  addition  of  which  would 
make  the  entire  cost,  $7,153,034 


Comparison  of  the  Watauga  and  Swananoa  routes. 

1.  The  summit  level  of  the  Blue  Ridge  on  the  Wa- 
tauga route  is  813  feet  higher  than  on  the  Swananoa 
route. 

2.  There  are  nine  summits  or  undulations  more  on  the 
Watauga  route. 

3.  The  elevation  of  all  the  summits  on  the  Watauga 
ijoute  amounts  to  1280  feet  more  than  on  the  Swananoa 
kroute. 

4.  The  ascent  eastward  is  380  feet,  and  ascent  west- 
ward is  1276  feet  greater  than  on  the  Watauga  route. 

5.  The  grades  ascending  eastward  are  94  and  98.  c0  feel 
per  mile  on  the  Watauga,  against  68  on  the  Swananoa 
(Boute. 

6.  The  ascent  westward  on  the  Watauga  route  is  effect- 


22 


ed  on  grades  of  1 14./0  feet  per  mile,  for  14  continuous 
miles,  immediately  succeeded  by  a  grade  of  105  ft.  per 
mile  for  a  distance  of  three  miles,  while  on  the  Swan- 
anoa  route  the  ascent  does  not  exceed  100  feet  per 
mile,  occurring  at  three  places  on  grrdes  4.^  jj  and  4 
miles  in  length  with  moderate  grades  intervening. 

7.  The  curvature  is  greater  in  amount  on  the  Watauga 
route. 

8.  There  is  a  greater  length  of  bridging  on  the  Wa- 
tauga route. 

9.  There  are  9110  feet  more  tunnelling  on  the  "Watauga 
than  on  the  Swananoa  route. 

10.  There  is  a  much  greater  amount  of  heavy  excava- 
tions and  embankments  on  the  steep  mountain  slopes  on 
the  Watauga  route. 

11.  The  Watauga  route  is  64  ^  miles  shorter,  and: 
costs  $229,830  less  than  the  Swananoa  route. 

From  these  comparisons,  it  results  in  every  essential 
characteristic,  except  in  cost  and  measure  distance,  the* 
Swananoa  is  superior  to  the  Watauga  route.     But  ad 
vantage  in  cost  is  counterbalanced  in  the  greater  expense 
of  "working"  the  Watauga  route,  and  the  difference 
in  actual  distance  is  more  than  compensated  by  the  usual 
computation  of  heights  equivalent  to  distance  applied  to 
the  greater  elvation  to  be  overcome  on  the  Watauga  route. 
Therefore,  with  the  data  before  me,  I  feel  constrained  tc 
give  the  preference  to  the  Swananoa  route,  and  I  have  nc 
doubt  that  it  will  prove  to  be  the  most  practicable  route 
for  a  railroad  from  Salisbury  to  the  Tennessee  line.    In  an 
riving  at  this  conclusion,  I  have  not  permitted  myself  tc 
wander  from  a  strictly  professional  consideration  of  the  sub : 
ject.     I  could  name  ohter  considerations  which  might  in 
fiuence  those  whose  province  it  may  be  to  take  a  wide] 
range,  and  a  more  extended  view,  but  will  confine  mysel 
to  calling  attention  to  a  single  fact  and  leave  others  to  weigl 
and  attach  whatever  importance  it  may  be  entitled  to.    . 


23 


allude  to  the  saving  in  transportation  which  will  be  effected 
by  the  Swananoa  route  over  the  East  Tennessee  and 
Virginia  Railroad,  looking  to  the  extension  of  a  railroad 
into  Kentucky  through  the  Cumberland  Gap.  The  friends 
of  this  scheme  contemplate,  as  I  understand,  forming  a 
connection  with  the  East  Tennessee  and  Virginia  Railroad 
somewhere  in  the  vicinity  of  Greenville,  to  which  point 
it  is  most  probable  the  North  Carolina  and  "Western  Rail- 
road will  be  extended.  Now  should  this  road  be  carried 
by  the  Swananoa  route,  the  Cumberland  Gap  road 
would  be  in  the  almost  direct  line  of  its  prolongation ; 
but  should  the  Watauga  route  be  taken,  the  trade  and 
travel  from  the  Cumberland  Gap  road  would  have  to 
make  a  circuit  of  70  miles  over  the  East  Tennessee  and 
Virginia  Railroad,  which  in  measured  distance,  would 
mOre  than  counterbalance  the  difference  in  distance  be- 
tween the  Swananoa  and  Watauga  routes.  This  state- 
ment will  be  found  in  a  communication  of  one  of  the 
engineers  of  that  road,  addressed  to  the  "Executive 
Board  of  the  Atlantic,  Tennessee  and  Ohio  Railroad." 

It  was  my  intention  during  the  past  summer  to  have 
reconnoitered  a  route  between  Ashville  and  Chattanooga, 
passing  through  Henderson,  Haywood,  Jackson,  Macon, 
and  Cherokee  counties,  but  mnch  to  my  regret  and  mor- 
tification, the  time  I  designed  appropriating  to  this  object 
was  lost  by  sickness. 

Though  the  appropriation  did  not  admit  of  as  exten- 
sive and  minute  surveys  as  could  have  been  desired, 
enough  has  been  done  to  establish  beyond  all  doubt,  the 
practicability  of  a  railroad  across  the  Blue  Ridge,  and 
that  too,  at  a  moderate  cost,  in  proportion  to  the  magni- 
tude and  importance  of  the  object. 

I  do  not  feel  myself  called  upon  to  estimate  the  income 
of  the  road.  The  sources  of  its  income  must  of  course 
depend  upon  the  amount  of  the  transportation  of  freight 
and  the  number  of  passengers.  Neither  of  these  can  be 
accurately  ascertained  at  this  time,  but  if  we  look  at  the 


24 


fertility  and  varied  resources  of  the  country  through 
which  the  road  passes,  and  to  its  extension  to  the  East 
Tennessee  and  Virginia  Railroad  which  communicates 
with  the  Mississippi  river,  and  the  Georgia,  Alabama, 
and  Tennessee  Railroads,  all  must  admit  that  a  very  large 
trade  and  travel  may  be  calculated  upon,  and  as  a  mere 
matter  of  dollars  and  cents,  the  road  must  be  highly  pro- 
ductive to  the  owners  of  the  stock. 

But  in  the  benefits  of  this  work,  the  State  will  be  the 
chief  participator.  For  regarding  the  improvement  apart 
from  the  question  of  profit  to  the  company,  who  can 
doubt  that,  if  carried  to  completion,  it  will  reimburse  its 
cost  many  times  over,  in  the  activity  and  vigor  it  would 
give  to  the  trade  of  her  tidewater  cities,  in  the  extension 
of  her  foreign  and  internal  commerce,  in  the  increase  of 
her  agricultural  and  mineral  productions  consequent  upon 
the  cheapness  of  transportation,  in  the  rise  of  real  estate, 
and  in  turning  the  tide  of  emigration  from  the  western 
and  southwestern  States  into  her  own  beautiful  and  fer- 
tile, but  sparsely  settled  mountain  regions,  and  filling 
them  with  towns  and  cities,  and  a  busy  and  thriving  pop- 
ulation ! 

Yfhoever  would  go  into  a  calculation  of  the  amount 
wThich  would  be  saved  to  the  public,  the  business  and  in- 
dustrious classes  of  the  community,  by  the  construction 
of  this  road,  would  be  astonished  at  the  result. 

The  character  of  the  State  (and  as  a  citizen  I  say  it  with 
pride,)  is  prudent  and  deliberative,  but  let  her  not  delibe- 
rate too  long.  Farther  delay  in  the  execution  of  this 
work  will  prove  highly  detrimental,  if  not  fatal  to  the 
great  interests  of  the  State;  it  must  result  in  the  surren- 
der of  the  control  of  her  trade  and  commerce  to  the  neigh- 
boring States,  in  an  abandonment  of  the  whole  system 
of  internal  improvements,  and  cannot  but  prove  highly 
injurious  to  existing  improvements,  and  place  the  State 
in  a  condition  of  dependence,  from  which  she  can  never 
recover.     A  wise  and  just  regard  to  her  own  prosperity, 


25 


a  generous  sentiment  of  public  and  expansive  utility,  her 
^present  manufactures  and  commerce — her  future  great 
and  permanent  prosperity — the  impulse  of  honor,  and  of 
honorable  competition  with  her  sister  States,  the  saga- 
cious calculations  of  a  wise  and  liberal  policy,  the  dictates 
of  a  rational  self-interest,  patriotism  and  State-pride,  all 
unite  in  calling  upon  the  State  to  embark  in  this  enter- 
prize,  and  to  move  immediately  in  the  grand  work  of  im- 
provement. It  must  be  evident  to  every  one,  that  this 
work,  if  built  at  all,  must  be  built  mainly  by  the  State.' — 
It  were  a  mockery  for  the  State  to  ask  the  country,  imme- 
diately interested,  to  make  this  improvement,  or'  any 
large  subscription  thereto  ;  she  well  knows  that  the  wealth 
there,  particularly  hi  the  mountain  region,  for  want  of  an 
outlet,  such  as  is  now  proposed,  is  not  to  be  found  in 
stocks,  nor  great  pecuniary  aggregates.  It  consists  in 
lands,  houses  and  labour,  diffused  through  thousands  of 
feeble  veins,  none  of  which  can  part  with  much  without 
embarrassment.  The  slender  surplus,  in  many  instances, 
amounts  to  but  little  more  than  the  taxes  which  pass  into 
the  coffers  of  the  State.  Will  she,  therefore,  withhold 
the  aid  necessary  for  the  rapid  progress  and  speedy  com- 
pletion of  a  work,  in  which  her  honor,  her  rank  in  the 
Union,  and  the  prosperity  of  her  citizens  are  so  deeply 
involved  ? 

In  conclusion  it  remains  for  rue  to  say  that  I  am  much 
indebted  to  the  unwearied  exertions  of  Mr.  W.  A.  Kuper^ 
and  Mr.  J.  0.  Turner,  on  whom  devolved  the  responsibil- 
ity of  directing  the  parties  in  the  field,  which  duty  they 
performed  with  ietelligence  and  fidelity.  , 
I  have  the  honor  to  be 

Your  Excellency's  most 

Obedient  servant, 
WALTEK  GWYOT,  Chief  Engineer. 


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31 

B. 

WESTERN  DIVISION.— SWANANOA  EOUTE. 

Abstract  of  Gh'ades,  showing  the  length  of  each  variety  of 
ascending,  descending,  and  level  grades  from  the  Ten- 
nessee line  to  the  junction  of  Swananoa  River  and 
Flat  Creek. 


I                                         Between. 

Level 
Grade. 

feet  per 

10  and  20    20  and  30  30  and  40  40  and  50  50  and  60 

60  and  70 

mile. 

feet  per 

feet  per 

feet  per 

feet  per 

feet  per 

feet  per 

mile. 

mile. 

mile. 

mile. 

mile. 

mil*. 

2,000 

5,600 

6,000 

3,000 

5,000 

2,500 

5,500 

5,500 

6,500 

1,000 

7,500 

5,000 

3,700 

5,100 

4,600 

14,400 

1,600 

3,600 

1,800 

1,600 

6,000 

3,000 

2,400 

2,500 

5,000 

2,800 

3,200 

10,000 

6,200 

6,000 

100 

10,000 

5,000 

3,200 

900 

6,800 
6,600 
3,800 
5,000 

9,400 

10,200 

2,200 

8,000 

6,000 

6,000 

2,000 

16,000 

5,000 

4,800 

13,600 

4,000 
3,000 
4,400 
3,200 
10,000 
4,000 
4,500 
3,800 
3,300 
3,000 

16,700 

54,900 

114,700 

64,800 

14,700 

10,600 

10,100 

19,900 

From  the  Tennessee  line  to  junction  of  the  French 
Broad  and  Swananoa  Rivers,  45  miles.  From  junction 
to  the  mouth  Flat  Creek,  13  miles.  Total  distance  from 
Tennessee  to  Flat  Creek,  58  miles. 

Total  rise  in  52.4  miles  1,075  feet.  )^om  Tennegsee  line 
fall  m  2.4  85  feet.  V  ^  p,      ^^ 

"     Level  grade,  3.2,  ) 

Average  ascent  for  52.4  miles,  is  20.5  feet  per  mile. 

"     "     descent  for  2.4     "  35.0    «  " 


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Tunnel  7900  ft.  long. 
Tunnel    300  ft.  long. 
Tunnel    260  ft.  long. 
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tunnel    800  ft.  long. 

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54 


WATAUGA  ROUTE. 


TABLE  OF  GRADES  on  the  Watauga  Route  of  1ST. 
C.  &  Western  R.  R. — Total  distance  64  3-8  miles. 


No.  of  Station. 


Length  of 

Grade. 

miles  &  feet 


Remarks. 


From 

1109  to 
929 
820 
S02 
770 
737 
,722 
655 
637| 
601 
563 
514 
480 
450 
435 
295 
240 
218 
200 
151 
107 
118 
395 
510 
556 
584^ 
619 
660 
700 
756i 
890 
939 
982| 


929 
820 
802 
770 
737 
722 
655 
637| 
601 
563 
514 
480 
450 
435 
295 
240 
218 
200 
151 
107 
118 
395 
510 
556 
584£ 
619 
660 
700 
756^ 
890 
939 
982i 
1028£ 


2.2190 
1.3927 
0.1800 
0,3260 
0.3300 
0.2147 
1.1388 
0.1700 
0.3825 
0.3800 
0.4900 
0.3400 
0.3000 
0.1500 
2,3399 
1.0070 
0.2209 
0.1800 
0.5185 
3.0000 
1.2640 
14.0000 
2.0940 
0.4600 
0.2850 
0.3450 
0.4100 
0.4000 
1.0770 
2.2790 
0.4900 
0.4350 
0.4600 


94.00 
26.00 
0.00 
64.00 
30.00 

35.00 

38.00 
11.00 

34.00 

44.00 
74.00 

62.18 
28.70 
52.80 
71.30 
98.33 


Commencing 


the 


at 
State  line  and  run- 
ning up  valley  of  the 
Watauga  River. 


52.00 
19.00 

16.00 
11.00 


Sta.  435  con't  of  M.  D. 
Sta.295atTu'keBr'ge. 


34.00 
64.00 

39.00 


Sta.l51m'thM.M.  C. 

Sta.  107  We'rn  Po'l  T. 
10000  Th'gli  Blue  R.  Tunnel. 
11140  Down  Ea'rn  slope  B.  R 
10500 

96.00  Sta.  566  Ya'ly  Y.  R'r. 
60.00 
22.00) 
34.00  Sta.  626  op.  Patterson. 

Sta.  756|  Warrior  Gap 
83.00  Can  be  reduced. 

63.00 

Level  Sta.  1015  M'ng  House 
m'es  e'st  Le'r&  a'bt  2 


55 


Table  of  Grades  Continued. 


No.  of  Station. 

Lengths  of 

Grade 
miles  &  feet 

Rise  per 

Mile. 
feet. 

Fall  per 
Mile. 
Feet. 

Remarks. 

1028^    1167£ 
1167i    1212-1 
1212£    1235 
1235       1264^ 
1264|    1314 
1314     1380 
1380       1415* 
14151    1428* 
1428|-     1476 
1476       1533£ 
1533-1-    1562 
1562       1588 
1588       1652$ 
1652*    1685" 
1685      1700 
1700      1735 
1735       1853 
1853       1863*. 

2.3340 
0.4500 
0.2250 
0.2950 
0.4950 
1.1320 
0.3450 
0.131 '0 
0.4750 
0.0470 
0.2850 
0.2600 
1.1170 
0.3250 
0.1500 
0.3500 
2.1240 
O.IOSO 

64.00 
34.00 
64.00 
63.00 

13.00 

10.00 
10.00 

64.00 

54.00 

70.00 

Level 
45.00 

51.00 
Level 
64.00 

10.00 

83 
Level 

Sta.  1135  sum't  of  R'ge 
be'en  L.  C.  &  G.  C. 
Can  be  reduced. 

• 
• 

Can  be  reduced. 
Across  Catawba  Riv'r. 

Total,  > 

1  64^980 

1 

UNIVERSITY  OF  N.C.  AT  CHAPEL  HILL 


00042071774 


FOR  USE  ONLY  IN 
THE  NORTH  CAROLINA  COLLECTION 


Form  No.  A-368,  Rev.  8/95 


